Refrigerating apparatus



4, 193. D. F. ALEXANDER ET AL 7 7 REFRIGERATING APPARATUS Original FiledJan. 51, 1935 4 Sheets-Sheet 1 2 wwsmq WMW ATTORNEYS Jan. 4, 1 38 D. F.ALEXANDER ET AL REFRIGERATING APPARATUS Original Filed Jan. -31, 1935 4Sheets-Sheet 2 5:5 I I V "an" I l I IIIIWI IIIP W, INVE T R.

ATTORNEY 4 Sheets-$het 3 W ATTORNEY.

z. Ma 3AM REFRIGERATING APPARATUS Jan. 4, 1938. D. F. ALEXANDER ET ALOriginal Filed Jan. 31, 1935 K I 7 M I F m m m A CLI/ QE i N\\ l NQ aMQ\ \l Q E \Q 9% W. A m |WQ\ \Q\ Vb DQ\ Jan. 4, 1938. D. F. ALEXANDER ETAL REFR IGERATING APPARATUS 4 Sheets-Sheet 4 Original Filed Jan. 31,1935 55 [,Ill

Patented Jan. 4 51 NIT E ENT orrlcs BEFKIGEEATING APPAT'US meals F.

Alexander, Charles is. Paulus, and

Application January 31. 1935,. Serial No. 4,346 Renewed May 21, 1937 18Claims. (01. 62-417) This invention relates to refrigeration and moreparticularly to the conditioning of air for railway cars and the like.-i

It is an object of this invention to provide a way of driving acompressor on a railway car either from the axle of the car or from amotor and to provide an improved arrangement whereby the motor drivesthe compressor when the car runs below a predetermined speed or standsstill and whereby the car axle drives the compressor when the car runsabove a predetermined speed and also drives the generator to charge abattery when the car runs at sufficiently high speed.

5 Further objects and 'ad vantages of the present invention will beapparent from the following description, reference being had to theaccompanying drawings, wherein a preferred form of the present inventionis clearly shown.

In the drawings:

Fig. 1 is' a diagrammatic representation of an embodiment of thisinvention;

Fig. 2 is a wiring diagram for the arrangement vided with a valve 34having a thermostatic bulb placed near the outlet of the evaporator and215 shown in Fig. 1; .Fig. 3 is a cross-sectional view of the drivingpulley of the variable ratio drive; and

Fig. 4 is a cross-sectional view of the driven pulley of the variableratio drive.

In the arrangement shown in Fig. 1, together. with the wiring diagramshown in Fig. 2, the heat dissipator, including the compressor II isdriven by a motor-generator ll (acting as a motor) through a car speedzone, such as when the car stands or travels at a slow speed, such asbelow I 15 M. P. H. The compressor is driven by a variable ratio drivefrom the axle of the car through another car speed zone, such .as when.the car travels at 15' M. P. H. or above. The arrangement is such that.as the speed of the car increases, say to approximately 15 M. P. H. thecompressor is connected to the axle 'drive, but the generator isprevented from generating until the speed of the car reaches a third carspeed zone including all speeds, say 25 M. P. H. and above. The pur- 45pose of such an arrangement is to prevent too large a transmision loadon the variable ratio drive when the power transmission parts are notmoving at high speeds. In the arrangement shown, the axle I! of the 50car is connected to the shaft It, by means of a variable ratio drive.The shaft II is driven at a substantially constant speed when the cartravels between certain speed limits, such as 15 to 90 M. P. H. Theshaft It drives shaft It through 55 beveled gears l5 and I5. The shaftll drives the -When switch 0 is closed, the refrigerating systemmotor-generator shaft l1 through the medium of a clutch l5 and thenecessary universal joint arrangement, one of the universal joints beingshown at l9 and the other at 20. The motorgenerator shaft I1 isdrivingly connected to the 5 compressor l0 through the medium of themultiple belt drive 2|. A pneumatic clutch 22 is provided so that themotor-generator II can be dis connected from the compressor ID. Thispermits the motor-generator to .be driven as a generator m to charge thebattery even when refrigeration is not required. The refrigeratingsystem includes a heat dissipator which may take the form of compressorIll connected to a condenser 23 and receiver 24 and a heat absorberwhich may take 15 the form of an evaporator 25. A fan 11, driven by amotor 28, blows air over the evaporator 25 and into the compartment tobe conditioned, the air coming from the outside through the conduit 25provided with a filter and/or from the in- 20 side of the carcompartment through the conduit 3| under the control of dampers 3! and33. The evaporator 25 may be of thetype which is proso arranged asautomatically to maintain the cooling surfaces of the evaporator above32 F. and to prevent frost-back between the evaporator and thecompressor. This latter feature is accomplished by setting the automaticvalve 34 to so maintain a vapor pressure within the evaporatorcorresponding to a temperature above 32 F. but below -the temperature towhich the air is to be cooled. 3

Controls are provided for the clutches l8 and 35 22 and for theelectrical circuit. A wiring ar- 1 rangement for the controls is shownin Fig. 2. A batteryjiia. is provided with main leads 38 and 31. Agenerator, which may be comparatively small, if desired, is driven fromthe axle i2 and o generates current in proportion to the speed of p thecar. This generator is connected to the solenoids 39, Ill and ll.

Referring now to Fig.2,- the manual switch 42 controls the flow ofcurrent to the motor fan 28 5 so that the fan 21 may be operated evenwhen refrigeration is not required. The manual switch 43 controls theaction of the refrigerating system.

is placed under the control of thermostat ll. 50 when the temperaturerises inthe compartment of the car in which the thermostat 44 is placed,the contacts I! are closed. This causes current to flow to the solenoid45 which in turn controls the flow of air to the'clutch 2! and causesthe r clutch to close or come to the driving position, if the car isstanding still or is running below 15 M. P. H. When the contacts 45close, current also flows through line 41 and low voltage relay cutout49 (coil 49a of which is placed across the battery 35a by lines 492)) tothe starter coil 50 and from thence to the line 37. When the coil 50 isenergized, the contacts 5I are closed. This causes the current from thebattery to energize the motor. This is accomplished because currentflows from the line 36 through fuse 52, shunt plug 53, line 54, contacts5I, armature 55 of the motor-generator II to line 31. In additioncurrent flows through the branch 56 and contacts 51, 58 through motorresistance 50 and motor shunt field 60 to the line 31.

At 15 M. P. H. the solenoid 30 opens the contacts 48 and moves thecontact 51 to the contact 6|. The opening of the contacts 48 cuts offthe supply of current from the battery to the motor and thus permits themotor to stop. After a sufiicient time delay to permit the motor tostop, and when the car reaches, say 18 M. P. H., the solenoid 40 closesthe contacts 52. This energizes the solenoid 63 and causes air pressureto close clutch I8 through the medium of bellows 64. This causes the caraxle I2 to drive the compressor I; but the motor-generator does not atthis time charge the battery. Thus the double load of the compressor andgenerator is not. at this time, placed on the relatively slow movingpower transmission parts. While the car is traveling at 18 M. P. H. orabove, the clutch 22 is still under the control of thermostat 44 andthus the compressor I0 is started and stopped in accordance withtemperature conditions in the compartment of the car for which the airis being conditioned.

At 25 M. P. H. the motor-generator II is caused to charge the battery35a. This is accomplished because, at 25 M. P. H., the solenoid 4|closes the contacts 65. This re-energizes the starter coil 50 whichagain closes the contacts i. As the contact 51 is now in the dotted lineposition in contact with 5|, current from the armature 55 flows throughbranch 56, contact 51, contact 6|, variable resistance 62a, shunt field60 to line 31 and back to the armature 55. The variable resistance 62ahas its resistance increased as the voltage rises since the coil 63a isplaced across the terminals of the armature 55. Coil 63d regulates theresistance of carbon pile 62a,

Under these conditions the battery 35a is charged by ,the motor-geneator since current can flow to the battery from the armature 55 throughcontacts 5I, line 55, shunt plug 53, fuse 52 and line 36. If desired, anarmature current limiting coil 652) may be placed across the terminalsof the shunt plug 53 so that if the current becomes abnormally highwhile the generator is operating, the variable resistance 62a isincreased, and thus the charging rate is decreased. Lights 64 may beplaced across the battery 35a and may be controlled by switch 55.

The solenoids 39, 40 and 4| may be so arranged that when they have actedto close or open their respective contacts at a given train speed theymaintain their respective contacts in the new position even if the trainspeed recrosses the critical speed, until a suiiicient change in speed'has occurred to prevent chattering. Thus while solenoid 39 opens itscontacts at 15 M. P. H. as the speed of the train increases, thecontacts do not reclose until the train has slowed down to, say 13 M. P.H. or less. Likewise solenoid 40 may close its contacts as the trainspeed increases to 18 M. P. H. but will not open them again until thespeed drops to say, 16 M. P. H. Solenoid 4I may close its contacts at 25M. P. H. and open them at 22 M. P. H. It is to be understood that thespeed limits given are by way of example, however, and that any othersuitable speed limits maybe chosen.

Any type of variable ratio drive may be placed between the car shaft I2and the longitudinal shaft I4. However, we prefer to use the belt drivetogether with the variable diameter pulley arrangement shown more indetail in Figs. 3 and 4. Thus two driving pulley structures 00 and 80aare placed on shaft I2. These driving pulley structures may besubstantially identical and are merely placed in diametric relationshipwith each other. These structures are connected by belts 8|, 82, 8Ia and82a. with the driven pulley structures 83 and 83a respectively. Thedriven pulley structures 83 and 83a are fixed on the shaft I3 whichcarries the bevel gears I5 meshed with the beveled gear I 6 and whichdrives the shaft I4 through the medium of the sliding keyway Na and theuniversal joint 20. The shaft I4 is provided with another universaljoint I9 which connects with the section I I which may be carried bybearings on the main body of the car. The construction is such that thetruck I0 may turn relatively to the main body and this change inposition is compensated for by the sliding keyway Ma and the universaljoints I0 and 20.

The variable ratio drives I5 and I5 may be identical, except that theyare diametrically placed with respect to each other. The driving pulleystructure 80 is shown more in detail in Fig. 3. It may include a pair offlanges I00, IOI which are fixed both rotationally and axially on theshaft I2. shaft I2 by the bolts I02 and by proper keys between thecylinder I02a and the shaft I2. The flange I M is fixed to the shaft I2through the medium of rods I03 and "Ho which in turn are secured to theflange I00. There are several rods I03 and I03a arranged about the shaftI2. The rods I03a have sleeves I03b which look the flange IOI axially. Apair of flanges I04 and I05 are so arranged that they move axially withrespect to axle I2 and cause the belts 0| and 82 to move radiallytowards the shaft I2 as the speed of the axle I2 increases, and thismovement is so calibrated that the shaft I3 is driven at a substantiallyconstant speed while the car travels between certain speeds as will behereinafter more fully described. Simultaneous movement of the flangesI04 and I05 may be accomplished by providing a plurality of sleeves I06,which are fixed to the flanges I04 and I05, and which ride on the rodsI03 through the bearings I01. The flanges I04 and I05 may thus moveaxially with respect to the axle I2 by riding on the rods I03. 'A springtension may be imposed on the flanges I04 and I05, and this may beaccomplished by a plurality of springs I08 which bear against the flangeI05 at one end and against a flange. I09 at the other end. The flangeI09 may be placed in fixed relationship, both with respect to rotationand axial movement, on the shaft I2. This may be accomplished The flangeI00 is fixed on the strength of the springs I00 is so chosen that theflanges I04 and I05 move axially the proper amount to maintain the shaftI3 substantially 'tion as herein disclosed, constitutes a at a constantspeed, as hereinafter more fully described.

The driven pulley structure 83 is shown more in detail in Fig. 4. Thisstructure may include a pair of flanges H and ill which are fixed, bothrotationally and axially, with relation to the shaft I3. This may beaccomplished by fixedly keying the flange ill! on the shaft l3 at H2.The flange III is fixedly connected to the flange H0 through the mediumof rods H3 and H4, there being several of the rods H3 and H4. The rodsH3 are provided with sleeves H5 which, together with the washer I I6,flxedly clamp the flange HI with respect to the flange H0. A pair ofrelatively movable flanges H1 and H8 are provided. These flanges arekeyed to each other b the sleeves H9 which ride on ball bearings I glenthe rods H4. The spacing between the fla ges H'l andl I8 is thusmaintained constant; but the flanges H1 and H8 may move simultaneouslyaxially with respect to the flanges H0 and Ill.

The movement of the flanges H1 and H8 is governed by any. suitable meanswhich tends to maintain the shaft ii at a substantially constant speed.Thus a plurality of centrifugal weights 120a may bear against thesurfaces HI and H2 and tend to spread them apart upon slightdiflerential increase of speed. The spread ing apart of these surfacesmoves the flange H1 towards the flange H0 and the flange H8 towards theflange HI. Such a motion causes the belts 8i and 81 to move radiallydownward. Such belt motion is compensated for by a simultaneous movementof the belts radially inward on the driving pulley structure 80. Thus ifthe speed of the shaft 52 tends to increase, the belts 3i and 82 movedownwardly on the driven pulley structure 83 and thus tend to increasethe ef-- iective belt diameter on this structure. At the same time thebelts move radially inward on the driving structure 80 and thus tend todecrease the "driving diameter on this structure. The calibration of thecentrifugal weights 8% and the strength of the springs its can be suchthat the speed of the shaft i3 can be maintained sulostantially constantwithin any desired constant speed limits, there being merely theslightest speed difierential on the shalt l3, sin'iicient to permit theradial movement the weights 02d. Any suitable structure tor the weightsllil may be used, but We prefer to use the Weight str'iic" turedisclosed in the copending application of harles Paulus and LesterPerrine, Serial aile the form oi embodiment of the inven preferred form,it is to he that other forms might be adopted, all coming within thescope of the claims which follow.

What is claimed is as follows:

l. in a vehicle; a live aide assembly; a corn- :c-ressor; a unitarymotcr generator; a battery; torque transmitting means from said liveaxle assembly to said compressor and motor-gener ator and between. saidcompressor and motorgenerator; control means, automatically responsiveto vehicle running conditions, to cause said. motor-generator, to act asa motor energized from said. battery, to drive said compressorindependently of said live axle assembly when said vehicle is standingand, when said vehicle is in motion, to cause said live axle assembly todrive, through said torque transmitting means, said compressor and saidmotor-generator, said motor-generator arranged to act as a generator tocharge said battery, and the generating field oi said motor-generatorbeing energized in a circult in parallel with said battery.

2. In a vehicle; a live axle assembly; a compressor; a unitary motorgenerator; a battery; torque transmitting means from said live axleassembly to said compressor and motor-generator and between saidcompressor and motorgenerator; control means, automatically responsiveto vehicle running conditions, to cause said motor-generator, to act asa motor energized from said battery, to drive said compressorindependently of said live axle assembly when said vehicle is standingand, when said vehicle is in motion, to cause said live axle assembly todrive, through said torque transmitting means, said compressor and saidmotor-generator, said motor-generator arranged to act as a generator tocharge said battery, and the generating field of said motor-generatorbeing energized in a circuit in parallel with said battery, said controlmeans including provisions to cause said compressor to'perform acompressing action, while driven from said live axle assembly, at timeswhen said motor-generator is not generating.

3. In a vehicle; a live axle assembly; a comwhen said vehicle isstanding and, when said vehicle is in motion, to cause said live axleassembly to drive, through said torque transmitting means, saidcompressor and said motor-= generator, said motor-generator arranged toact as a generator to charge said battery and the generating field ofsaid motor-generator being energized in a circuit in parallel with saidhattery, said control means including provisions to cause saidmotor-generator to peril i a gen erating action while driven from salelive axle assembly, at times when compressor is compressing,

l. in a vehicle; a live axle pressor; a unitary motor-generator; atorque transmitting lllC its in live axle assembly to said com essor mottor and hetvveen sad cornn at. otorgenerator; control automatically siveto vehicle running conditions, motor-generator, to act motor from sa dbattery, to drive said compressor inclependently of said live aisle assbly when said vehicle is running below a ce 'ain speed and, when saidvehicle running above a certain speed limit, to cause said live axleassembly to drive, through said torque transmitting "means,

' said compressor andsaid motor-generator, said motor-generator arrangedtov act as a generator will torque transmitting means from said liveaxle v assembly to said compressor and motor-generator and between saidcompressor and motor-generator; control means, automatically responsiveto vehicle running conditions, to cause said motorgenerator, to act as amotor energized from said battery, to drive said compressorindependently of said live axle assembly when said vehicle is runningbelow a certain speed limit and, when said vehicle is running above acertain speed limit, to cause said live axle assembly to drive, throughsaid torque transmitting means, said compressor and saidmotor-generator,said motor-generator arranged to act as a generator to charge saidbattery and the generating field of said motor-generator being energizedin a circuit in parallel with said battery, said control means includingprovisions for causing said compressor to perform a compressing action,while .lriven from said live axle assembly, at times when saidmotor-generator is not generating.

6. In a vehicle; a live axle assembly; a compressor; a unitarymotor-generator; a battery; torque transmitting means from said liveaxle assembly to said compressor and motor-generator and between saidcompressor and motor-generator; control means, automatically responsiveto vehicle running and refrigeration conditions, to cause saidmotor-generator, to act as a motor energized from said battery, to drivesaid compressor independently of said live axle assembly when saidvehicle is running below a certain speed limit and, when said vehicle isrunning above a certain speed limit, to cause said live axle assembly todrive, through said torque transmitting means, said compressor and saidmotorgenerator, said motor-generator arranged to act as a generator tocharge said battery ,and the generating field of said motor-generatorbeing energized in a circuit in parallel with said battery, said controlmeans including provisions to cause said motor-generator to perform agenerating action while driven from said live axle assembly, at timeswhen said compressor is not compressing.

7. In a vehicle; a live axle structure; a battery; a refrigeratingsystem on said vehicle including an evaporator, condenser and a unitarymotorgenerator; a compressor; torque transmitting means from said liveaxle structure to said motor-generator and said compressor, and betweensaid compressor and motor-generator; first clutch means between saidlive axle structure and said motor-generator and compressor; secondclutch means between said motor-generator and compressor; speedresponsive means to cause said first clutch means to disengage below acer-- tain speed limit, refrigeration responsive means controlling theengagement of said second clutch means, and provisions for automaticallychanging said motor-generator beteen motoring from said battery andcharging said battery in response to running and refrigerationconditions, the generating field of said motor-generator being energizedin a circuit in parallel with said battery.

8. In a vehicle; a live axle structure; a bat tery; a refrigeratingsystem on said vehicle including an evaporator, condenser and a. unitarymotor-generator; a compressor; torque transmitting means from said liveaxle structure to said motor-generator and said compressor, and betweensaid compressor and motor-generator; first clutch means between saidlive axle structure and said motor-generator and compressor; secondclutch means between said motor-generator and compressor; speedresponsive means to cause said first clutch means to disengage below acertain speed limit, refrigeration responsive means controlling theengagement of said second clutch means, and provisions for automaticallychanging said motor-generator between motoring from said battery andcharging said battery in response to running and refrigerationconditions, the generating field of said motor-generator being energizedin a circuit in parallel with said battery, the arrangement being suchthat said motor-generator can perform a generating action while drivenfrom said live axle structure at times when said compressor is notcompressing. I

9. In a vehicle; a live axle structure; a battery; a refrigeratingsystem on said vehicle including an evaporator, condenser and a unitarymotor-generator; a compressor; torque transmitting means from said liveaxle structure to said motor-generator and said compressor, and betweensaid compressor and motor-generator; first clutch means between saidlive axle structure and said motor-generator and compressor; secondclutch means between'said motor-generator and compressor; speedresponsive means to cause said first clutch means to disengage below acertain speed limit, refrigeration responsive means controlling theengagement of said second clutch means, and provisions for automaticallychanging said motor-generator between motoring from said battery andcharging said battery in response to running and refrigerationconditions, the generating field of said motor-generator being energizedin a circuit in parallel with said battery, the arrangement being suchthat said compressor can perform a compressing action while driven fromsaid live axle structure at times when said motor-generator is notgenerating.

10. In a vehicle; a live axle structure; a battery; a refrigeratingsystem on said vehicle including an evaporator, condenser and a unitarymotor-generator; a compressor; torque transmitting means from said liveaxle structure to said motor-generator and said compressor, and betweensaid compressor and motor-generator; first clutch means between saidlive axle structure and said motor-generator and compressor; secondclutch means between said motor-generator and compressor; speedresponsive means to cause said first clutch means to disengage below acertain speed limit, refrigeration responsive means controlling theengagement of said second clutch means, and provisions for automaticallychanging said motor-generator between motoring from said battery andcharging said battery in response to running and refrigerationconditions, the gen erating field of said motor-generator beingenergized in a circuit in parallel with said battery, the arrangementbeing such that said motorgenerator can perform a generating actionwhile driven from said live axle structure at times when said compressoris not compressing and that said compressor can perform a compressingaction while driven from said live axle structure at times when saidmotor-generator is not generating.

11. In a vehicle; a live axle structure; a battery; a refrigeratingsystem on said vehicle including an evaporator, condenser and a unitarymotor-generator; a compressor; torque transmitting means from said liveaxle structure to said motor-generator and said compressor, and betweensaid compressor and motor-generator; first clutch means between saidlive axle structure and said motor-generator and compressor; secondclutch means between said motor-generator and compressor; speedresponsive means to cause said first clutch means to disengage below acertain speed limit, refrigeration responsive means controlling theengagement of said second clutch means, and provisions for automaticallychanging said motor-generator between motoring from saidvbattery andcharging said battery in response to running and refrigerationconditions, the generating field .of said motorgenerator being energizedin a circuit in parallel with said battery, said refrigerationresponsive means controlling the operation of said compressor whendriven by said motor-generator acting as a motor.

12. In a vehicle, a live axle assembly; a compressor; a unitarymotor-generator; a battery; torque transmitting means from said liveaxle assembly to saidcompressor and motor-generator and between saidcompressor and motorgenerator; control means, automatically responsiveto vehicle running conditions, to cause said motor-generator to act as amotor energized from said battery, to drive said compressorindependently of said live axle assembly when said vehicle is standingand, when said vehicle is in motion, to cause said live axle assembly todrive, through said torque transmitting means, said compressor and saidmotor-generator, said motor-generator arranged to act as a generator tocharge said battery, said torque transmitting means including gearingbelted to said live axle assembly, said gearing being connected to saidmotor-generator. by a shaft longitudinal to the car.

13. In a vehicle, a live axle assembly; a compressor; a unitarymotor-generator; a battery; torque transmitting means from said liveaxle assembly to said compressor and motor-generator and between saidcompressorv and motor-generator; control means, automatically responsiveto vehicle running conditions, to cause said motill tor-generator to actas a motor energized from said battery, to drive said compressorindependently of said live axle assembly when said vehicle is standingand, when said vehicle is in motion, to cause said live axle assembly todrive, through said torque transmitting means, said compressor and saidmotor-generator, said motor-generator arranged to act as a generator tocharge assembly, said gearing being connected to said motor-generator bya shaft longitudinal to the car, and a clutch between saidmotor=generator and said live axle assembly automatically re sive tovehicle running conditions.

. n a ehicle, a live axle assembly; a cornunitary motor-generator; abattery; e no transmitting means from said live axle assembly to saidcompressor and motongenerand said compressor and motorgenerator; controlmeans, automatically respon sive to vehicle running conditions, to causemotor-generator to act as a motor energized from said battery, to drivesaid compressor independently of live axle assembly when said vehicle isstanding and, when said vehicle is in motion, to cause said live axleassembly to drive, through said torque transmitting means, saidcompressor and said motor-generator, said inotor-generator arranged toact as a generator to charge said battery, said torque transmittingmeans including gearing belted to said live axle assembly, said gearingbeing connected to said motor-generator by a shaft longitudinal to thecar, and said compressor being placed laterally of said motor-generatorand belted to said motor-generator.

said battery, said tor ue transmitting means including gearing belted tosaid live axle 'motion, to cause said live axle assembly to drive,

through said torque transmitting means, said compressor and saidmotor-generator, said motor-generator arranged to act as a generator tocharge said battery, said torque transmitting means including gearingbelted to said live axle assembly, said gearing being connected to saidmotor-generator by a shaft longitudinal to the car, and a clutch between.said motor-generator and said live axle assembly.

16. In a vehicle, a live axle assembly; a compressor; a unitarymotor-generator; a battery; torque transmitting means from said liveaxle assembly to said compressor and motor-generator and between saidcompressor and motorgenerator; control means, automatically responsiveto vehicle running conditions, to cause said motor-generator to act as amotor energized from said battery, to drive said compressorindependently of said live axle assembly when said vehicle is standingand, when said vehicle is in motion, to cause said live axle assembly todrive, through said torque transmitting means, said compressor and saidmotor-generator, said motor-generator arranged to act as a generator tocharge said battery, said torque transmitting means including gearingbelted to said live axle assembly, said gearing being connected to saidmotor-generator by a shaft longitudinal to the car, and meansautomatically responsive to refrigeration conditions modifying theoperation of said compressor.

1?. in a-vehicle, a live axle assembly; a compressor; a unitarymotor-generator; a battery; torque transmitting means from said liveaxle assembly to said compressor and motor-generator and between saidcompressor and motor-gen orator; control means, automaticallyresponsiveto vehicle running conditions, to cause said motor=generator to act as amotor energized from said battery, to drive said compressorindependently oi" said live axle assembly when said vehicle is standingand, when said vehicle is in motion,

to cause said live axle assembly to drive, through said torquetransmitting means, said compressor and said motor-generator, saidmotor-generator arranged to act as a generator to charge said battery,said torque transmitting means including gearing bolted to said liveaxle assembly,

pressor; a unitary motor-generator; a battery;

torque transmitting means from said live axle assembly to saidcompressor and motor-generator and between said compressor andmotorgenerator; control means, automatically responsive to vehiclerunning conditions, to cause said motor-generator to act as a motorenergized dli from said battery, to drive said compressor independentlyof said live axle assembly when said vehicle is standing and, when saidvehicle is in motion, to cause said live axle assembly to drive, throughsaid torque transmitting means, said compressor and saidmotor-generator, said motor-generator arranged to act as a generator tocharge said battery, said torque transmitting means including gearingbelted to said live axle assembly, said gearing being connected to saidmotor-generator by a shaft longitudinal to the car, and a pneumaticallyoperated clutch between said motor-generator and said live axleassembly.

DONALD F. ALEXANDER. CHARLES L. PAULUS. CHARLES 1". HENNEY.

